Liquid piston internal combustion power system

ABSTRACT

Methods, devices and systems for power generation through liquid piston internal combustion engine. The liquid piston internal combustion engine of the invention, utilizes a novel, synergetic combination of internal combustion and steam piston engines within the framework of one and the same system. The engine may comprise or a plurality of cylinders, each having a liquid piston. The ICE (Internal Combustion Engine) system comprises six modules viz PGM (Power Generating Module) ( 100 ), ERS (Energy Recovery System) ( 200 ), PCM (Power Conversion Module) ( 300 ), HAS (Hydraulic Shock Absorbers Module) ( 400 ), DAC (Data Acquisition &amp; Control Module) ( 500 ) and AEM (Auxiliary Equipment Module) ( 600 ).

RELATED DOCUMENT

This Invention is based on provisional application No. 60/360,955 filedFeb. 28, 2002 then entitled, “An Internal Combustion Engine Utilizing ALiquid Piston” and the inventor claims priority therefrom.

BACKGROUND

This invention relates generally to methods, devices and systems forpower generation and conversion. More particularly it relates to powergeneration through piston heat engines and even more specifically, itrelates to synergistic combination of liquid piston type internalcombustion and steam engines.

TECHNICAL CHARACTER

The technical character of this invention resides in reduced pollution,high efficiency liquid piston engine for power generation that combinesthe best features of the internal combustion engine as well as the steamengine. Further technical character resides in its six technical modulesviz PGM (Power Generating Module), ERS (Energy Recovery System), PCM(Power Conversion Module), HSA (Hydraulic Shock Absorbers Module), DAC(Data Acquisition & Control Module) and AEM (Auxiliary EquipmentModule).

THE PROBLEM

In general, piston engines are based on the principle that the workingfluid (gas) undergoing an expansion is contained within an enclosedvolume formed by the engine's body (generically referred as “cylinder”)and a piston.

The piston transfers the energy of expanding working fluid to userdefinable means, while restricting this volume without leakage. Internalcombustion engines (“ICE”), in spite of almost 150 years history ofdevelopment, still suffer from relatively low efficiency, relativelyhigh levels of harmful exhausts, and load-dependant performance, amongother problems.

The efficiency of heat engines is low due to theoretical thermodynamiclimitations of ideal cycles as well as additional energy losses due todeviations from ideal cycles and friction between moving parts. In thebest case, only about 30% of the chemical energy of the fuel isconverted into useful work. About 40% is removed as heat by the coolingwater, while the remaining 30% is lost with the exhausts gases.

Various gases, harmful for environment and humans, such as unburnedfuel, NO_(x) and others are expelled with the engine's exhausts, mainlydue to a very limited ability to control the combustion process.

Further, the efficiency of heat engines is normally optimized for anarrow range of power loads. In reality, these engines seldom operate inthese optimal ranges, thus further reducing operating efficiencies.

The problem with prior art internal combustion engines can becategorized into the following:

a) Low efficiency.

b) High Pollution Exhaust

c) Performance not independent of load.

d) Not cost effective

e) Not easy to install, use, operate and maintain.

SUMMARY

This invention comprises methods, devices and system for powergeneration and conversion. The ICE (Internal Combustion Engine) systemcomprises six modules viz PGM (Power Generating Module), 100, ERS(Energy Recovery System) 200, PCM (Power Conversion Module) 300, HSA(Hydraulic Shock Absorbers Module) 400, DAC (Data Acquisition & ControlModule) 500 and AEM (Auxiliary Equipment Module) 600.

PRIOR ART

A prior art search was neither conducted nor commissioned but inventoris intimately familiar with the prior art None of the prior art devicesknown to the applicant or his attorney disclose the EXACT embodiment ofan efficient liquid piston engine.

OBJECTIVES

Luckily for the inventor none of the prior art devices singly or even incombination provide for all of the objectives as established by theinventor for this system as enumerated below.

1. It is an objective of this invention to provide methods, devices andsystem for power generation through liquid piston internal combustionengine.

2. Another objective of this invention is to provide a very highefficiency system.

3. Another objective of this invention is that the exhaust system ofthis invention has substantially lower pollution by reducing the amountof NO_(x) and unburned hydrocarbons.

4. Another objective of this invention is that it be reliable such thatit practically never fails and requires little or no maintenance.

5. Another objective of this invention is that it be physically safe innormal environment as well as accidental situations.

6. Another objective of this invention is to synergistically combinebest features of internal combustion and steam piston engines within theframework of one and the same system.

7. Another objective of this invention is to reduce wasted heat energythrough partial recuperation of rejected heat energy.

8. Other objectives of this invention reside in its simplicity, eleganceof design, ease of manufacture, service and use as will become apparentfrom the following brief description of the drawings and the detaileddescription of the concept embodiment.

Luckily for the inventor none of the prior art devices singly or even incombination provides all of the features established by the inventor forthis system as enumerated below.

a) High efficiency liquid piston internal combustion engine

b) Highly efficient source of mechanical and/or electrical power

c) Reduced pollution

d) Suitable for multiple uses including transportation.

BRIEF DESCRIPTION OF THE DRAWINGS

These objects and features of the invention shall now be described inrelationship to the following drawings where in the Power GeneratingModule (“PGM”) carries reference numbers in 100's, Energy RecoverySystem (“ERS”) in 200's, the Power Conversion Module (“PCM”) in 300s,the Hydraulic Shock Absorbers Module (“HSA”), in 400s, the DataAcquisition and Control Module (“DAC”) in 500s, the Auxiliary EquipmentModule (“AEM”), in 600's.

a) FIG. 1 is a block-diagram of an exemplary LPICPS.

b) FIG. 2 is an exemplary block-diagram of the LPICPS main module, thePGM.

c) FIG. 3 shows a few exemplary embodiments of physical implementationof a PGM, wherein further:

-   -   (i) FIG. 3(a) shows two cross-sections of simple two-cylinder        system.    -   (ii) FIG. 3(b) shows two cross-sections of two-cylinder system        with single thin-wall cylinder.    -   (iii) FIG. 3(c) shows two cross-sections of two-cylinder system        with double thin wall cylinder.

d) FIG. 4 shows additional details and modifications to basic design ofa PGM wherein further:

-   -   (i) FIG. 4(a) shows cylinder with simple float.    -   (ii) FIG. 4(b) shows cylinder with magnetic float.    -   (iii) FIG. 4(c) shows details of electrorheological fluid plug.    -   (iv) FIG. 4(d) shows use of two different types of working        liquids.

e) FIG. 5 is a block-diagram of one possible exemplary embodiment of theERS.

f) FIG. 6 is a block-diagram of another possible exemplary embodiment ofthe ERS.

g) FIG. 7 describes operational sequence of an LPICPS working in a5-phase, 4-stroke cycle wherein further:

-   -   (i) FIG. 7(a) shows one cylinder undergoing through Intake        phase, while other cylinder undergoing through Compression        phase.    -   (ii) FIG. 7(b) shows one cylinder undergoing through Compression        phase, while other cylinder undergoing through Combustion phase.    -   (iii) FIG. 7(c) shows one cylinder undergoing through        Compression phase, while other cylinder undergoing through        Expansion phase.    -   (iv) FIG. 7(d) shows one cylinder undergoing through Combustion        phase, while other cylinder undergoing through Exhaust phase.    -   (v) FIG. 7(e) shows one cylinder undergoing through Expansion        phase, while other cylinder undergoing through Exhaust phase.    -   (vi) FIG. 7(f) shows one cylinder undergoing through Exhaust        phase, while other cylinder undergoing through Intake phase.

h) FIG. 8 is a block-diagram describing a variation of the PGM and PCMbased on an exemplary magnetohydrodynamic generator/pump combination.

i) FIG. 9 is a P-V diagram of LPICPS and standard ignition engineoperating under Otto cycle.

j) FIG. 10 describes operational sequence of LPICPS utilizingelectrorheological fluid, which allows implementation of valves withoutmoving parts wherein further:

-   -   (i) FIG. 10(a) shows a cylinder undergoing through Intake phase.    -   (ii) FIG. 10(b) shows a cylinder undergoing through Compression        phase.    -   (iii) FIG. 10(c) shows a cylinder undergoing through Combustion        phase.    -   (iv) FIG. 10(d) shows a cylinder undergoing through Expansion        phase.    -   (v) FIG. 10(e) shows a cylinder undergoing through Exhaust        phase.

k) FIG. 11 is an exemplary embodiment of the 2-cylinder engine with asingle rotary valve with optional low pressure fuel cavity for LowPressure Fuel Insertion wherein further:

-   -   (i) FIG. 11(a) shows exploded view of engine block and a Rotary        Valve.    -   (ii) FIG. 11(b) shows cutout view of engine block    -   (iii) FIG. 11(c) shows assembled view of cutout engine block and        a Rotary Valve.    -   (iv) FIG. 11(e) is a cross section of the engine block, showing        intake and exhaust ports.    -   (v) FIG. 11(e), (f) and (g) show position of Rotary Valve during        Exhaust, Intake and Compression phases.    -   (vi) FIG. 11(h) is a cross section of the engine block, showing        fuel port.    -   (vii) FIG. 11(i), (j) and (k) show the position of Low Pressure        Fuel Cavity at various positions during Rotary Valve rotational        travel.

i) FIG. 12 is an exemplary embodiment of booster for changing the typeor pressure of working liquid.

DETAILED DESCRIPTION OF THE BEST MODE PREFERRED EMBODIMENT

As shown in the drawings wherein like numerals represent like partsthroughout the several views or figures, there is generally disclosed inFIG. 1 is a Power Generating Module, 100, that a) converts chemicalenergy of fuel into the kinetic energy of working liquid, which is thensent to a PCM, 300, and b) receives the return fluid from PCM, 300.

Referring now to FIG. 2, the PGM, 100, is comprised of one or morecylinders (110, 120) with liquid pistons and a system of valves andoptional spark plugs. The cylinders have design similar to cylinders ofan ICE, except that the metal piston is replaced by a liquid piston, andtherefore the cylinder does not necessarily need a cylindrical shape.For example, FIG. 3 shows a cylinder which has generally an ovalcross-section, while FIG. 11 a) -FIG. 11 c) show a cylinder which hasgenerally a rectangular shape. Also, the cylinder may have additionalelements, which could be placed inside the cylinder's cavity, such asvalves—see FIG. 10. In addition to intake valves (115, 125) and exhaustvalves (116, 126), the cylinders are equipped with input ports (111,121) and output ports (112, 122). Check-valves (117, 127) allow liquidto flow into one direction only, and directional valves 510 and 520control liquid inflow and outflow, correspondingly. While conventionalpoppet-type intake and exhaust valves are shown on FIGS. 2, 3, 4, 7, 8and 12 for clarity of description, the rotary valve, shown on FIG. 11 a)-FIG. 11 c), could be used as well.

Such a rotary valve may contain optional low pressure fuel cavity orcavities for Low Pressure Fuel Insertion (LPIFI), as well as directionalvalves 510, 520 and 530 could be synchronized with main operationalsequence by linking it with the output shaft of Power Conversion Module,300, or by separate computer controlled electrical motor. Twoindependently driven valves of this type could be used as well.

Because piston's motion is governed by valve's opening and dosingsequence and due to a generally desired feature of constant volume(isochoric) combustion, which will be explained in detail later, thecombustion cycle in LPICPS is broken into five phases: Intake,Compression, Combustion, Expansion, and Exhaust Referring to thepiston's motion, this combustion cycle can still be technicallyqualified as a 4-strokes (down-up-down-up), though in present inventionthis is implemented as (down-up-STOP-down-up), or as a 2-strokes(up-down), though in present invention this is implemented as(up-STOP-down).

Referring now to FIG. 1, the optional Energy Recovery System, 200, a)recovers significant part of heat from the exhausts gases and b) ifnecessary, condenses water from the exhausts gases.

The recovery can be accomplished by:

-   1. Reforming an incoming raw fuel into a processed fuel (reformat),    wherein the heat of combustion is higher than the corresponding heat    of combustion of raw fuel, as demonstrated in prior art [U.S. Pat.    Nos. 4,900,333; 5,501,162; and 5,595,059 and publications:    “Increasing the Effectiveness of Fuel Utilization in Power    Generation, Industry and Transportation” by V. G. Nosach, Kiev,    U.S.S.R., 14-15, 1989; “The Thermo-chemical Recuperator    System—Advanced Heat Recovery, By D. K. Fleming and M. J. Khinkis,    12^(th) Energy Technology Conference and Exposition, Washington D.C.    Mar. 25-27, 1985]. This is only possible if reforming is an    endothermic process, i.e. requires additional heat. Hot exhausts    from the PGM supply the needed heat for the reforming reaction.    Therefore, any fuel satisfying this requirement is suitable for use    by the LPICPS. Examples of such fuels are some hydrocarbon fuels,    such as natural gas (NG). There are number of possible ways to    implement the Energy Recovery System, which utilizes the fuel    reforming method; some of them will be described later.-   2. Dissociation of water (steam) molecules in the presence of a    catalyst and possibly assisted by electric spark discharge into    Hydrogen and Oxygen. A similar method is shown in U.S. Pat. No.    5,156,114 which is incorporated herein by reference. The heat    generated during the air/fuel mixture compression may supply a    significant part of the energy needed for such dissociation.    Hydrogen generated in the process of dissociation is used during    combustion. Thus, the net effect of this process is partial recovery    of heat of compression.-   3. Preheating the air needed for combustion.-   4. The combination of all mechanisms above either alone or in    combination.

NOTE: It also may be necessary to recover the water contained in theexhausts. This can also be accomplished by the ERS. It should be alsonoted that while functionally a separate module, the ERS could bephysically located within the boundaries of the PGM.

The Power Conversion Module, 300, a) converts kinetic energy of theworking liquid into the end user form: mechanical energy of rotatingshaft(s) or electrical energy and using part of the energy supplied bythe working liquid b) pumps out the working liquid from cylinders of PGMduring the intake phase; c) pumps working liquid back into the cylindersof PGM during the compression and exhaust phases; and d) if needed,pumps out condensate of working liquid from the ERS, 200.

Transformation into mechanical energy may occur in devices such as ahydraulic motor, which in turn can rotate and move a useful load such ascar's transmission or wheels, if more then one hydraulic motor is used.Alternatively, such a hydraulic motor can drive an electrical generatorto produce electricity. It is also possible to convert the kineticenergy of the working liquid into the electricity directly, as will bedescribed later. It should be noted that physically, the PCM could be astand-alone unit or it could be integrated with PGM.

Because the PCM is used for pumping out the working liquid as well, itis preferable to use high efficiency reversible motors/pumps, such asroll-vane pump/motor as shown at website:“http://www.indiatradezone.com/cosrc/view/products/productdetails.asp?objid=10432&prd=8755”. These units work as hydraulic motors when high pressure issupplied and as pumps when driven by external sources. A flywheel couldbe utilized effectively to drive the unit when high-pressure expansionflow is switched off. A flywheel gains the energy during the expansionphases of the engine and powers the pump during intake, compression andexhaust phases, as will be explained in detail later.

Referring to FIG. 2, an optional Hydraulic Shock Absorbers, 400, a)absorbs the energy of the flowing working liquid when the PGM is shutoff(during combustion, for example); and b) releases this energy to theflowing working liquid, during the expansion phase.

The Data Acquisition and Control, 500, on the bases of information itreceives from the sensors located within PGM, PCM and ERS, controls thedirection of the working liquid flow to through directional valves 510,520, and 530, combustion timing, and sequencing of PGM intake (115, 125)and exhaust (116, 126) valves. DAC system is also responsible foroptimization of energy consumption during various power level operationof the system. The sensor group may comprise sensors for pressure,level, temperature, oxygen and any other suitableparameters'measurements.

Finally, the Auxiliary Equipment Module provides auxiliary functions tothe LPICPS, and may have such an optional components as:

-   -   Electrical power source (such as battery and power conditioning        unit) for start-up of the engine and/or DAC operation;    -   Electrical starter;    -   High-pressure accumulator that could also be used for start-up        or braking energy recovery. This accumulator could be        stand-alone unit or, alternatively, it could be combined with        HSA;    -   Additional accumulator for driving the directional control        valves or hydraulic valve lifters, and the like;    -   Additional heat exchanger(s), which may be required for cooling        of returned water (“radiator”) could be installed, say, before        the PCM; and    -   A separate cylinder in which working liquid may compress air for        use in a two-stroke engine, and the like.        Definitions

The necessary part of every thermodynamic system is a working body or aworking fluid—normally gas, vapors (steam) or liquid, which may exist indifferent phases. Due to the fact that several such working fluids existwithin the design variations of the proposed LPICPS and to facilitatefurther description, the following terminology will be used.

-   -   Working gas—a mixture of product of combustion and vapor(s) of        working liquid that exists within the cylinder of the LPICPS        during combustion and expansion strokes.    -   Exhausts are a working gas expelled from the cylinder after        combustion stroke. These exhausts may undergo a number of        changes throughout the various elements of LPICPS. To        distinguish one type of exhaust from another they may be        identified by the name of the element they are exhausted from,        such as cylinder exhausts, vortex tube exhausts, and the like.    -   Working liquid—water or other liquid suitable for use in the        LPICPS.    -   There may be more then one type of working liquids within        LPICPS.    -   Expansion flow—flow of working liquids from the cylinder of a        PGM under the pressure of working gases during the expansion        stroke. The useful work is extracted from the working liquid        during this drive flow within the PCM.    -   Compression flow—flow of working liquids into the cylinder of a        PGM under the pressure generated by the PCM. This flow        compresses the fresh air or air/fuel mixture within the cylinder        of the PGM.    -   Exhaust flow—flow of working liquids into the cylinder of PGM        under the pressure generated by a PCM. The cylinder exhausts are        expelled from the cylinder of the PGM during this flow        conditions.    -   Intake flow—flow of working liquids from the cylinder of PGM        under the pumping action of the PCM.        Working Fluid Types        There are a plurality of working liquids that could be used for        different embodiments of the PGM. Some examples are:

-   1. Water—allows the simplest implementation of PGM and PCM;

-   2. Water mixed with other liquids to satisfy the needs of the    system, such as antifreeze, to enable winter operation without    drainage of the system; or binary or ternary mixtures;

-   3. Aqua-based electrorheological fluids, which allow very simple    implementation of all hydraulic valves without any moving parts    (FIG. 10). These valves are characterized by ultra-fast response—on    the order of milliseconds [Proceedings of the 1999 SPIE    Tele-manipulator and Telepresence Technologies VI Conference,    Boston, Mass. Sep. 19-22, 1999, Vol 3840, pp. 88-99.], and are very    simple to control;

-   4. Mixed systems, which might have different types of working    liquids to be used in different parts of the liquid circuit. For    example, water or binary or ternary liquid may be used in the PGM,    while the PCM may use liquids with properties that better suit the    design intent, such as hydraulic oil, electrorheological fluids, or    electro-conductive fluid. Boosters may be installed to convert PGM    working fluid into a different type and/or pressure of the PCM    working liquid.    Power Generating Module    The Power Generating Module, 100, a) converts chemical energy of    fuel into the kinetic energy of a working liquid, which is then sent    to PCM, 300, and b) receives the return fluid from PCM, 300.

Piston engines are based on the principle that the working gasundergoing an expansion is contained within an enclosed volume formed bythe engine's body (generically referred as “cylinder”) and a piston (amovable body that transfers the energy of expanding working fluid touser definable means, while restricting this volume without leakage).Thus, a conversion of chemical energy of fuel into the kinetic energy ofworking liquid (or, more precisely, movable liquid piston, as will beexplained later) occurs, as is the case of all piston engines, inside ofthe cylinder.

The Power Generating Module (PGM), 100, has one or more cylinders. Thepreferred embodiment includes at least one pair of cylinders 110 and 120and possibly two or more pairs. An odd number of cylinders is alsopossible. If a single cylinder system is used, an additional holdingvessel may be needed to hold working liquid downstream from PCM andupstream from PGM.

FIG. 3 shows some examples of physical implementations of two-cylindersystems. Many other implementations within framework of this idea arealso possible.

One, particularly simple embodiment of this invention is shown on FIGS.3 a), 3 b) and 3 c) Defining, for the sake of the description, anenclosed volume formed by the engine's cylinder and a movable surface ofworking liquid piston as a “cavity” or a “chamber”, this cavity can beof an arbitrary shape. Other than these differences, compared toconventional piston engines, all other components may be similar indesign and intent. For example, the PGM may have intake valves (115,125) and exhaust valves (116, 126), which could be driven byconventional lobe cams or, preferably, by hydraulics or electromagnetsor both. Also, rotary valves with optional low pressure fuel cavity orcavities for Low Pressure Fuel Insertion could be used instead ofconventional intake and exhaust Valves.

The cylinder may be equipped with an optional spark plug (not shown), ifprecise ignition timing is desired or if we want to implement energyrecovery by means of dissociation of some of the water molecules, aswill be described below. Direct fuel injectors (not shown) may beinstalled into the cylinders as well as is well known to those ofordinary skill in the pertinent art. Alternatively, raw or reformat fuelcould be delivered by means of rotary intake/exhaust valves equippedwith low pressure fuel cavity or cavities for Low Pressure FuelInsertion, as shown on FIG. 11 and described below.

Referring to FIG. 2 and FIG. 3, the Cylinder 110 has intake valve 115and exhaust valve 116 and, shown as poppet valves for simplicity ofdescription, optional sparkplug and/or direct injection valve (not shownon FIG. 1). Similarly, the cylinder 120 has intake valve 125 and exhaustvalve 126 and, optional sparkplug and/or direct injection valve (alsonot shown).

Directional valve 510 allows liquid flow into either cylinder 110 orcylinder 120. Directional valve 520 allows liquid flow from eithercylinder 110 or cylinder 120. Check-valves 117 and 127 protect the PCMfrom the backflow from cylinders 110 or 120 through input ports 111 or121 when cylinders fire and during the expansion cycles. It has to beunderstood that additional valves and/or connecting lines, may benecessary for embodiments having other then two cylinders.

The check-valves could be of conventional types (ball, poppet, etc.) or,preferably, fluidic diodes (Tesla, vortex, or any other type) becausethey do not have moving parts. One such embodiment is shown on FIG.3—vortex diode (check-valves 117 or 127).

ALTERMATE EMBODIMENTS

In an alternate embodiment, shown on FIG. 11 a) through FIG. 11 d) rawor reformat fuel can be delivered into the engine's cylinder by means ofrotary intake/exhaust valves equipped with low pressure fuel cavity orcavities for Low Pressure Fuel Insertion, after fresh air charge hasbeen compressed to desired pressure and temperature. FIGS. 11 a), 11 b)and 11 c) show some of the same valves (using the same numerals) asshown in FIG. 2 and FIG. 3.

The pressure and temperature of the compressed air have to be above theignition point if auto ignition (i.e. without spark plug) is desired.

Rotary Valve represents a single rotational body, having opening(s)strategically located to match, at certain point of valve's rotationaltravel, with fixed intake, exhausts, input and output ports of engine'scylinders.

When valve position is such that the intake and exhaust opening, say131, matches the intake port, say 115,—the intake valve opens, allowingfree flow of fresh air or air/fuel mixture into the engine cylinder,110. When valve position is such that the intake and exhaust opening,say 131, matches the exhaust port, say 116,—the exhaust valve is open,allowing free flow of exhausts out of engine cylinder. There exists apoint within valve rotational limits, when both valves are in closeposition, see FIG. 11 g).

Similarly, valve's input opening, 133, has to be lined up with inputport 111 to allow inflow of working liquid into the cylinder, 110, andoutput valve, 134, opening has to be lined up with output port, 112, toallow outflow of working liquid out of the cylinder, 110. It should benoted that with such an exemplary configuration of working liquidvalves, there is no need for directional valves 510 and 520. Also,directional valve 530 (not shown on FIG. 11) can be implemented insubstantially the same way as valves 133 and 134.

It should be noted that the body of Rotary Valve, 130, shown on FIG. 11a)—FIG. 11 c) has one “intake and exhaust opening” per cylinder (131 forcylinder 110 and 132 for cylinder 120). These opening matches eitherinput (115 for cylinder 110, and 125 for cylinder 120) or exhaust (116for cylinder 110, and 126 for cylinder 120) ports located on engine'sblock at certain point of valve's rotational travel. It is alsopossible, for Rotary Valve to have separate intake opening and exhaustopening per each cylinder (not shown).

In the instances when fuel is presented in a gaseous form, such as NG,or NG reformat or evaporated gasoline or diesel fuel, etc., such agaseous fuels may be inserted into the engine's cylinder even if gas isat low pressure. This could be accomplished by having in addition tointake, 131, and exhaust, 132, opening(s), an extra low pressure fuelcavity, 135, or cavities, which, during certain point of Rotary Valverotational travel, will match fuel port(s), 141. The cavity will then befilled with fuel in the amount proportional to fuel gas pressure andsize of the cavity itself. If more then one cavity is used—they will befilled in a sequence. As Rotary Valve turns, the fuel will beintroduced—“inserted”—into the cylinder, at the point when pressurewithin the cylinder reaches the desired value. Moreover, if more thenone cavity is used, the fuel will be inserted in gradual increments thusimproving the combustion. If desired, the fuel from additional cavitiescould be delivered during expansion phase as well.

The amount of energy, necessary to introduce fuel into the cylinder withsuch an arrangement is very small and is independent in a firstapproximation of the pressure within the engine cylinder. It may beadvantageous, in some instances to introduce fuel together with liquidwater, which may be added into the same with fuel cavity or a separatecavity. Also, it is possible to have a number of independently drivenvalves, each valve serving one cylinder. The Rotary Valves shown onshown on FIGS. 11 a) through 11 d) are of cylindrical shape. They couldalso be implemented in a form of a disk (not shown).

The Rotary Valves could be designed to be driven continuously orintermittently either by output shaft of PCM or by an independentelectric motor with a controller.

To increase efficiency and decrease production of harmful emission, itmay be desirable to increase the water vapor content of a working gas.To accomplish this, the water may be added to the cylinder during thecompression phase from the top. This can be done by installing athin-wall cylinder 114 (124), as shown in FIG. 3 b). The thin-wallcylinder 114 (124) is closely placed to the wall of correspondingcylinder. This creates a narrow annular gap between the thin-wallcylinder 114 (124) and inside wall of the cylinder 110, (120). Workingliquid is supplied through the vortex check-valve 117 (127) into thisannular gap. It rises to the top of cylinder and while rising it picksup the heat from gases being compressed inside the cavity.

This reduces the compression work by having the compression processcloser to isothermal as compared to Otto or Diesel engines. In addition,this heat is not lost, as in conventional motors to cooling water, butis used to evaporate the water entering into the cavity (118, 128). Thinwalls are used to enhance the heat transfer—there are no deforming loadson this cylinder during its operation because the pressure is equal onboth sides. Thus cavity (118, 128) shown on FIG. 3 b) will contain morevapor than in the case shown on FIG. 3 a). It should be noted thataddition of water vapor to the air or air/fuel mixture wouldnecessitates additional work during compression—this work will berecovered during the expansion cycle.

Additional means of increasing the amount of vapor during combustioninclude increasing the surface of the liquid piston. Also, adding waterthrough small holes at the top of thin-walled cylinder (114, 124) willincrease the surface area of evaporating water. If, for whatever reasonsit might be desirable to introduce water from the bottom of thecylinder—two thin-walled cylinders could be used instead, as shown onFIG. 3 c).

Alternatively or in addition to methods above, additional evaporationmay be accomplished by having an elliptical concave shape of the top thecylinder (where intake and exhaust valves are located). This will focusthe shockwave created in a result of “explosion” of gases within thecavity onto the surface of the liquid, creating a “fountain” of smalldroplets, which will increase the evaporative surface even further.

It may also be desirable to change the effective evaporative area duringthe compression or expansion. If the cavity of the cylinder has aconical shape—the surface area of a liquid piston will effectivelychange during the compression and expansion cycles.

On the other hand, it may be desirable for some variations of design tolimit the amount of vapor within the cavity (118, 128). A float may beused to limit the surface of working liquid exposed to hot gases.

A few exemplary float designs are shown in FIG. 4. Simple float (171) isshown on FIG. 4 a). Referring to FIGS. 4 b) and 4 c) Magnetic float(172) with magnetorheological seals (173) could be used, if desired, toentirely eliminate water vapors from entering the cavity (118, 128).Alternatively, the magnetic float (172) may be a conductor and seal(173) could be electrorheological fluid. This may have an addedadvantage of acting as a valve (520, FIG. 2) upon application of strongelectric field. If walls of the cylinder and of float are formed asshown on FIG. 4 c), the plug formed by the electrorheological fluid willprevent movement of the float even under very high pressures.

An embodiment shown in FIG. 4 d) allows using two different types ofliquids: water, above the float and a secondary working liquid below thefloat. The float could be, optionally, sealed with the help ofmagnetorheological or electrorheological seals. Water will have to beadded into the cylinder with a separate pump (not shown) through anadditional valve (174).

To change from one type of working fluid to another, commerciallyavailable or custom-built boosters may be employed. While FIG. 12presents a separate booster option, it has to be understood, by thoseskilled in art, that booster could be integrated with the main cylinderof PGM.

The secondary working fluid could be hydraulic oil or conductive fluidssuch as low melting temperature metals, (mercury, liquid potassium orgallium alloys), alkalis, or electrolytes as shown in U.S. Pat. No.6,068,449, which is incorporated herein by reference.

The use of conductive liquid allows direct conversion of kinetic energyof the working liquid into electricity inside of a magneto-hydrodynamicgenerator (FIG. 8), in which conductive liquid flows in the slit formedby magnets and current is formed in the direction perpendicular to bothmagnetic field and working liquid velocity. During the expansion phase,such a magneto-hydrodynamic generator will generate electrical currentfor an end user as well as charge a small electrical storage device,such as a super capacitor.

During the intake and exhaust phases, the current (from super capacitor)will be applied to a conducting fluid, forcing it to flow as in a pump(U.S. Pat. No. 6,068,449). Thus both functions of the PCM will befulfilled.

It is possible, furthermore, to create high efficiency electricalgenerator system without any moving parts except the flowing workingfluid.

The principle of operation of such a device is shown in FIG. 10. Thisfigure shows one of two cylinders, say 110, comprising the PGM andundergoing the four-stroke cycle. Intake valve, exhaust valve,check-valve and directional valves are imbedded within the cylinder andimplemented with the help of electrorheological fluid, which can changefrom fluid to solid under the action of high voltage electric field in amatter of millisecond or less [Proceedings of the 1999 SPIETele-manipulator and Telepresence Technologies VI Conference, Boston,Mass, Sep. 19-22, 1999, Vol. 3840, pp. 88-99].

The valves are formed by fluid in situ, when liquid fills the groundedpipe, 181, and positive potential is applied to a wire, 182, coaxial topipe, 181. The electromagnetic field solidifies the electrorheologicalfluid to form a solid plug and blocks the passage as long as electricfield is applied. All the valves within the system could be implementedin this way. Blocked passages are shown in symbolic way as a “plug”(183) of solidified electrorheological fluid. Preferably, an aqua-basedelectrorheological fluid is used if an energy recovery system is to beimplemented.

The PCM in such a no-moving-part system will need to be implemented onthe basis of a magneto-hydrodynamic generator, described above. Such amagneto-hydrodynamic generator requires the use of conductive workingliquid, so the electrorheological fluid cannot be used directly in thePCM. The pressure generated by electrorheological fluid in the PGM willneed to be converted into the pressure of second, conductive workingliquid. This could be easily accomplished within a cylinder with a floatthat uses a magnetic float with magnetorheological seals, similar to oneshown on FIG. 4 d), except that the float will separate aqua-basedelectrorheological fluid and a second conductive working liquid, or anyother suitable booster type.

As it was stated above, the absence of a rigid piston opens thepossibility of many useful modifications of the basic design. Anon-cylindrical surface of cylinder is one such useful modification. Thecross section that repeats the basic outline of intake and exhaustvalves (FIG. 3 a) cross-section A-A) eliminates the need for 4 valve percylinder designs, which are popular with modern engines, while stillreducing throttling losses.

Another benefit of a liquid piston is that intake and/or exhaust valveassemblies could be located inside the cylinder. Still anotherpotentially useful arrangement is to have conically shaped cylinder headwith matching rotational valve, which has a window of suitable side.When valve rotates, the window may be placed in line with one of twoopenings: the first is an intake and second is an exhaust. Duringcompression and expansion phases the window is closed against the rigidwall of housing (i.e. the valve's window is not overlapping the openingports in the cylinder's head). If valve's cylinder is made ofsufficiently thin and flexible material, such as stainless steel orother suitable material, the pressure exerted by the working liquidand/or gas will press the flexible cylinder material and provide forreliable sealing.

Energy Recovery System

The Energy Recovery System (ERS), 200, may be implemented in a varietyof ways:

-   1. Endothermic reforming of incoming raw fuel into a reformat whose    heat of combustion is higher then corresponding heat of combustion    of raw fuel. Hot exhausts from PGM supply the needed heat for the    reforming reaction and therefore the energy of exhausts gases is    partially recovered.-   2. Dissociation of water (steam) molecules in presence of catalyst    and possibly assisted by electric spark discharge into Hydrogen and    Oxygen.-   3. Preheating of combustion air.-   4. The combination of all mechanisms above either alone or in    combination.

Endothermic Reforming

An embodiment of the Energy Recovery System, which is based onEndothermic reforming of incoming raw fuel, may be implemented asfollows.

As shown on FIG. 5 ERS, 200, may have two energy recovery units: thethermo-chemical recuperator (TCR), 210 and a condenser, 220, which canbe a standalone unit or could be a part of TCR. FIG. 5 shows astandalone unit.

The ERS, 200, serves a plurality of purposes.

First, it converts raw fuel—such as hydrocarbon gas—into reformatmixture gas, which has about 25% higher heat of combustion then raw fuelgas. The conversion occurs in TCR, 210, in a course of endothermic,catalyst-assisted reactions at a constant temperature between 450 and750 deg. C, depending upon the properties of the catalyst and amount ofwater vapor and/or carbon dioxide. The additional energy needed for thisconversion comes from the exhausts gas. This exhausts gas contains alarge amount of water vapor, formed as a result of the combustionprocess and by evaporation from the liquid piston surface as well ascarbon dioxide; both of these substances aid in the reforming processwhen mixed with raw gas in a mixing chamber, 296. Injection pump, drivenby pressure of gaseous fuel and/or by additional steam could be used assuch mixing chamber. Valves, 222 and 221, control mixing proportion ofraw fuel to exhausts. The heat energy needed for reforming reactioncomes from exhausts gases in two ways: by physically mixing it with rawgases and also through a heat exchanger within TCR, 210.

Physically, the TCR is a heat exchanger containing a catalytic reactor:gaseous fuel passes on one side of such heat exchanger, while exhaustsgases are heating other side. The fuel side may be filled with granularcatalyst or, alternatively, catalyst may be deposited on the surface ofheat exchanger internal to fuel passage. The heat released by exhaustsgases is transferred to fuel being reformed, accomplishing the mainpurpose of Energy Recovery System.

A second purpose of the ERS is water recovery. Because water must notleave the system at a rate greater than the combustion process generatesit, the water has to be recovered from the exhausts, so the exhaustsmust be cooled to below 100 deg. C.

The exhausts gases, which, exit TCR, are still hot, having temperaturebetween 300 to 400 deg. C. and contain water vapors. This water has tobe condensed and returned to PGM, 100, which is accomplished in heatexchanger 220, which condenses the water contain within exhausts gasesby cooling them off with external cold air. The water is then returnedto PGM, via PCM, as shown on FIG. 2. The hot air produced by heatexchanger, 220, may be used in cylinders, 110 or 120 of PGM, which willincrease the efficiency of the engine when maximum power is not needed.The remaining fresh hot air will exit the system—this will constitutethe only losses within the LPICPS. Alternatively, the hot air may beused for beating needs.

It may be necessary for efficient reforming of raw fuel to keep preciseratio of raw fuel to water to carbon dioxide to balance of exhausts.This may require injection of additional water vapor into the mixingchamber, 296. This additional water vapor may be readily produced withan optional boiler located within the heat exchanger 220. This boilermay have additional heat exchangers surfaces, 218, located within thecondenser 220. The water is fed into this boiler by small water pump,214.

The ERS may have an optional reformat accumulator 230, which smoothesout reformat supply pulsations, as well as optional liquid fuelevaporator and pump, 270, if the fuel is gasoline.

A slightly different embodiment of ERS is shown on FIG. 6. Here vortextube, 290, is used as an alternative to condenser, 220, of FIG. 5.

Referring to FIG. 6, PGM exhaust, 215, from PGM, 100, is split into twoparts by valves 221 and 222. One part enters vortex tube, 290, while thesecond part enters a mixing chamber, 296. As in above case, the injectorpump, 296, driven by the pressure of raw gaseous fuel, where it mixes upwith these raw fuel gases and, if necessary with additional water vaporentering from small boiler 250. From mixing chamber/injector pump, 296,the mixture of raw fuel, exhausts gases, containing water vapor and CO2,and additional water vapors enters TCR, 210, As before, TCR reforms theraw fuel into the reformat gas containing hydrogen and carbon monoxideand some small amount of carbon dioxide, nitrogen, and water vapors and,possibly, some other gases, which then enter the PGM, 100, where it isused as a fuel for combustion. The TCR, 210, requires additional heatfor reformation reaction and it receives it from the hot end of vortextube, 290.

The vortex tube, 290, receives a portion of PGM exhausts, as wasmentioned above, and, in turn, splits it into two streams: dry “HotVortex Exhausts”, at temperatures in 700-950 deg. C range and a “ColdVortex Exhausts”, which may have temperature in the range of 95-150 deg.C, depending upon the pressure and temperature of PGM exhausts and theratio of “cold” flow to “hot” flow. This ratio can be easily controlled,if needed, by adjusting the end screw of the vortex tube, as is shown onthe web page http://www.exair.com/vortextube/vt page.htm. In addition,cold air flow may be used to help reduce the cold stream temperature andthus condense the water vapor contained in exhausts.

If temperature of this cold exhaust can be adjusted to fall below 100deg. C, the water vapor contained in this “cold” exhaust will condenseand small water pump, 214, will remove this condensate from vortex tube.Part of this condensate enters the small boiler, 250, while the excessof it, if any, is sent back to PGM. The air, heated after passingthrough the Vortex Tube, can be thrown out or could be used partiallyused for PGM needs, while rest is thrown out or used for cogenerationpurposes.

Both Vortex Tube, 290, and/or small boiler, 250, are optional, because,based on the specific design, it may not be necessary to recover thewater contained in the exhausts, as the combustion process may produce asufficient amount of water to compensate for the losses of water exitingsystem with the exhausts.

Note, in an example above, while reasonable ranges of temperatures aregiven by means of example, it is entirely possible to operate outside ofthese ranges.

It should be noted that a complete ERS system or part thereof, could bebuilt integral with (inside of or around) the cylinder of a PGM, inwhich case it would be a very simple matter to organize additional heattransfer between the cylinders (110, 120) to the ERS, 200, which mightbe needed for endothermic reaction.

Also, as in previous implementations of the ERS, the reformat gas (incase of hydrocarbon raw fuel it is a mix of CO, CO₂, H₂ and some othergases) has a heat of combustion significantly higher than that of rawfuel.

The third alternative approach is to reform raw gas directly withincylinder (110, 120) during the compression phase. If the cylindercontains a suitable catalyst, such as nickel, either on the surface ofwalls or as a mesh inside the cylinder, or in any other suitable form,the process could be implemented as described below.

At the end of exhaust phase, while there is still exhausts gas and watervapors in the cylinder, the exhaust valve (116, 126) closes and theintake phase begins. Fresh air and raw fuel are allowed into cylinderthrough normal means or by direct injection. The compression phase thatfollows generates a sufficient amount of heat and water vapor forreforming to occur on the catalyst surfaces. The amount of exhaustremaining within the cylinder is controlled by the position of theliquid piston during the exhaust phase. The heat generated duringcompression and normally wasted as well as heat contained in theremaining exhaust/water vapor is absorbed during the course of anendothermic reaction by raw fuel. The resulting reformat will have theheat of combustion higher than the initial raw gas by the amount of heatrecovered. This process is very simple and practically “free” since itdoes not require any additional equipment other than catalyst coatedwalls or mesh. An additional benefit is that it can be combined, ifdesired with the first two methods outlined above, if the amounts ofheat and reaction rates are insufficient to reform all the raw fuel.

Dissociation of Water Molecules and Production of Additional Hydrogenand Oxygen

Dissociation of water (steam) molecules in the presence of a catalystand possibly assisted by an electric spark discharge into Hydrogen andOxygen as claimed in U.S. Pat. No. 5,156,114 is also possible within theframework of this invention. The difference with the above referencedpatent consists in the fact that we do not need to add water to the fuelto implement this process, as water vapor will be present automaticallyby virtue of the LPICPS design. The heat generated during the air/fuelmixture compression may supply a significant part of the energy neededfor such dissociation. Hydrogen generated in the process of dissociationis used during combustion. Thus, the net effect of this process ispartial recovery of the heat of compression.

Note: It is also an advantage of this method that it can be used incombination with any of the Endothermic Reforming methods discussedabove.

Power Conversion Module

The Power Conversion Module 300, as was mentioned above has to convert,in some cases, the kinetic energy of working liquid into the end userform. This end user form could be mechanical energy of rotating shaft(s)or electrical energy. The PCM also has to pump out the working liquidfrom the cylinders of the PGM during the intake phase and pump workingliquid back into the cylinders of the PGM during the compression andexhaust phases, and, if needed, pump out any condensate of the workingliquid from the ERS, 200. The energy conversion is optional because thekinetic energy of working liquid could be used as an end product in someapplications such as water jet propulsion or water jet cuttingequipment.

Transformation into mechanical energy may occur in such a device as ahydraulic motor, which in turn can rotate/move a useful load such as acar's transmission or wheels, if more then one hydraulic motor is used.Alternatively, such a hydraulic motor can drive an electrical generatorto produce electricity.

Because the PCM is used for pumping out of the working liquid as well,it is preferable to use high efficiency motors/pumps, such as seen onweb pages http://www.artemisip.com/tech advs.html orhttp://www.newtonmfgco.com/volvof11.htm, both sites last visited on Jan.27, 2003, attached hereto or any other suitable high efficiencymotors/pumps. These units work as a hydraulic motor when high pressureis supplied and as a pump when driven by external sources. A flywheelcould be utilized effectively to drive the unit when high-pressureexpansion flow is switched off. A flywheel gains the energy during theexpansion phases of the engine and powers the pump during intake,compression and exhaust phases.

Another option for implementation of the PCM is to convert the kineticenergy of working liquid into electricity directly. The example of suchan implementation is shown in FIG. 8. The pressure generated within thecylinders (110, 120) of PGM 100, is transferred from PGM working fluid,such as water, to the PCM's, 300, conductive fluid by boosters (311,321). An example of such a conductive fluid is liquid potassium (asshown in U.S. Pat. No. 6,068,449 incorporated herein by reference), orother low melting temperature metals or alloys, such as mercury orgallium alloys. Other suitable conductive fluids could be alkalis, orelectrolytes (as shown in U.S. Pat. No. 6,241,480 incorporated herein byreference). The use of conductive liquid allows direct conversion of thekinetic energy of conductive working liquid into electricity inside amagneto-hydrodynamic generator, 320, in which conductive liquid flowsbetween two magnets and current is formed in the direction perpendicularto both magnetic field and the velocity of working liquid flow.

The magneto-hydrodynamic generator could function as a completelyreversible device. For example, if current is passed through theconductive fluid situated between the magnet poles, it will move, onceagain, in the direction perpendicular to both magnetic field andsupplied current (U.S. Pat. No. 6,068,449). Thus, such a reversiblemagneto-hydrodynamic system may function alternatively as generator anda pump and, therefore, will satisfy the requirements of the PCM.

The conversion of pressure from the PGM working fluid to the PCM workingfluid could be accomplished within commercially available boosters, asshown on FIG. 12 or, alternatively, within the cylinders (311, 321, FIG.8) which utilizes piston with electrorheological or magnetorheologicalseals or simple diaphragms to separate two types of fluid.

Operating cylinders at a frequency 60 Hz will generate electricitycompatible with US power grids. Similarly, operating cylinders at otherfrequencies will generate electricity compatible with other countriespower grids.

Hydraulic Shock Absorbers

Referring again to FIG. 2, an optional Hydraulic Shock Absorbers (HSA),400, absorbs the energy of the flowing working liquid when the PGM isshutoff and releases this energy to the flowing working liquid, duringthe expansion phase.

The HSA can be employed if hydraulic shock presents a problem. For a oneor both cylinders LPICPS, a problem may occur during the initialcombustion phase when the check-valve is closing due to the pressuregenerated within the cylinder and before the directional switch canredirect the working liquid into the different cylinder. During thisvery short but finite time, the kinetic energy of the working liquid andflywheel (if such is employed on the hydraulic motor/pump), cannot bereadily dissipated and will result in destructive forces within thesystem. The HSA system will dissipate this energy by compressing the airtrapped therein. This system is optional because if, for example, 4cylinders are used, the working liquid will be diverted into the other'scylinder 2 pair's channel and no shock will occur. Alternatively, ifignition based timing is used—the directional valve located downstreamfrom the PCM can be activated an instant before the combustion begins,thus avoiding the hard stop of the check-valves.

The HSA module could be placed in many places within the LPICPS: inparallel with the PCM, upstream or downstream from the PCM as would beappreciated by those of ordinary skill in the pertinent art. FIG. 2shows a parallel to PGM placement, which does not require any additionalcontrol elements and associated logics. The physical implementation ofsuch a system can be as simple as drilling a blind hole within the bodyof the LPICPS. This is similar to a standard solution used in householdplumbing systems, which eliminates the “water hammering” with the helpof an air filled pipe, which accepts the water impact The deficiency ofsuch a solution is that over a long time the air trapped within thecavity and which serves as a shock absorber dissolves in the water thuseffectively eliminating its absorbing capabilities. To prevent this, thesystem can be automatically flushed, say, during the engine shutdownsequence or during regular maintenance, if the engine is operatingwithout shutdowns. Alternatively, bladder type absorbers (air is in aseparate rubber bladder) can be used. Additional HSA modules could beplaced, if necessary, downstream from the PGM and before the PCM to“soften the blow” of exploding gases within the PGM on the hydraulicmotor of the PCM.

The important aspect of the HSA system is that all the energy spent oncompression of air after the check-valve closes and before thedirectional switch redirects the working liquid into the differentcylinder is released back to the energy of the flowing working liquidafter pressure is dropped in the cylinder at the end of expansion phase.

Data Acquisition and Control Module

Optional Data Acquisition and Control system, 500, controls thedirection of working liquid flow to and from cylinders, as well asoperation of intake and exhaust valves and combustion timing.

The DAC system may be comprised of a Programmable Logic Controller (PLC)or microprocessor, hydraulic and/or pneumatic and/or electromagneticvalves and sensor group. The sensor group may comprise sensors forpressure, level, temperature, oxygen and any other suitableparameters'measurements.

The DAC system is also responsible for optimization of energyconsumption during various power levels of operation of the system.

The DAC system is optional, since valve configuration shown on FIG. 11a)-c), can be driven by the output shaft of the PCM. Alternatively, aswas explained above, the single valve configuration shown on FIG. 11a)-c), could be driven by separate electric engine, in which case DACmay serve as a controller for such an engine.

Auxiliary Equipment Module

Finally, the Auxiliary Equipment Module 600 provides auxiliary functionsto the LPICPS, and may have such optional components as:

-   a) Electrical power source (such as battery and power conditioning    unit) for start-up of the engine and/or DAC operation;-   b) Electrical starter;-   c) Additional accumulator(s) for driving the directional control    valves or hydraulic valve lifters and the like;-   d) Additional heat exchanger(s), which may be required for cooling    of returned water (eg., a “radiator”), could be installed before the    PCM or at another suitable location;-   e) A separate cylinder in which working liquid may compress air for    use in two-stroke engines and the like;-   f) High-pressure accumulator that could also be used for start-up or    braking energy recovery, if the engine is used for vehicular    propulsion. This accumulator could be a stand-alone unit or,    alternatively, it could be combined with an HSA. The energy of    compressed gases, such as air, nitrogen, or other inert gases,    within such an accumulator could be used to initiate the startup    sequence within the LPICPS. This will eliminate the need in a    starter and large battery. A small battery, or even a super    capacitor, will supply the only energy needed to open the valve    allowing working liquid to flow from the accumulator into the    cylinder, which will undergo the compression phase. Alternatively,    it can direct pressurized working liquid into the PCM to start the    flywheel moving. If the engine is used for vehicular propulsion, the    excess energy available during the breaking could be used to    compress the gas in the accumulator in question. The compression    will be performed by the pump/motor of the PCM.    LPICPS Benefits

The efficiency of any heat engine can be increased by essentially threedifferent processes: increasing thermodynamic efficiency of the cycle,reduction of losses and recovery of lost energy. This invention'sapproach is to utilize all three mechanisms. The following explains howthe efficiency of the proposed invention is increased by comparing itwith an ICE operating under a standard Otto cycle. The invention offersat least the following benefits:

1. It is known in the art that V=const (isochoric, Otto cycle)combustion is generally more energy efficient then P=const (isobaric,Diesel cycle). Otto cycle efficiency is only a function of compressionratio (V₁/V₂). For a Diesel cycle, the dependency is more complicated.It is also known, that in spite of an inherently less efficient cycle,the engine with P=const normally has higher efficiency because theyallow higher compression ratios. In Otto engines, during the compressioncycle 1→2 (FIG. 9) the compressed mixture contains fuel. Since thereexists a mechanical linkage between the cylinders, Otto cycle enginesintentionally limit the compression ratio by firing a sparkplug toinitiate combustion prematurely. This ensures that combustion happens ator near the top dead center of the stroke; otherwise, the engine mayfire before the top dead center, thus counteracting the other cylinders.In the proposed invention, the cylinders are not linked mechanically, sothey can be fired spontaneously at a point when temperature within thecylinder reaches the auto ignition point. This will normally occur athigher compression ratios. Also, if Low Pressure Fuel Insertion is used,very high compression ratios, limited only by strength of materials,could be used. That is why sparkplugs are optional for the proposedinvention. Furthermore, because of presence of large amount of watervapor in the compressed mixture in the proposed invention, the autoignition is retarded, i.e. occurs at still higher compression ratios.Both of these factors contribute to higher thermodynamic efficiency ofthe proposed engine.

During compression phase 1→2 (FIG. 9), the conventional engine has to bevery efficiently cooled—this reduces the work required for compression.During the combustion 2→3 (FIG. 9) phase, when the heat of combustion isadded to the working gas (combustion gases), cooling of the engine leadsto the reduction of the amount of added heat and, thus, lowers theefficiency. Cooling, however, is essential to prevent the mechanicalfailure of components. In the proposed design, the cooling duringcompression mode is accomplished by the evaporating working liquid andheat of evaporation is utilized later during the expansion process, aswas outlined before, when steam within the cylinder will exertadditional pressure on the surface of liquid piston. Thus no specialprovisions are made in this invention for cooling of the engine. Thisfurther increases thermodynamic efficiency of the proposed engine.

In standard Otto engines, the combustion is not truly V=const processbecause the piston moves for the finite duration of time during whichsuch combustion occurs. The curve shown in dashed line on FIG. 9demonstrates this point, i.e., there is no straight vertical linecorresponding to 2→3, V=const process during which combustion occurs.The net result of this is that the real cycle has still lowerthermodynamic efficiency as compared to an ideal Otto cycle. In theproposed design, in spite of the fact that combustion also is occurringduring a finite time, combustion is a truly V=const process due to thefact that expansion cycle 3→4 starts only after outflow valve 520 opens.This valve opens only after combustion is complete, thus increasingefficiency further and reducing harmful emissions, whose origin isincomplete combustion.

2. Mechanical energy losses are reduced by eliminating the frictionbetween the piston and the cylinder's walls. Mechanical energy lossesare further reduced if Low Pressure Fuel Insertion is used, since nopump or compressor is needed for gaseous fuel delivery.

3. Additional energy saving occurs in the ERS, 200. There are two energysaving processes that are occurring within this system. First andoutmost, the thermochemical recuperator 210 converts a large portion ofheat energy from the exhausts gases into higher heat of combustion ofreformat, as compared to raw gases. Theoretically, as much as 50% ormore of the heat energy of exhausts could be recovered using thistechnique. In the process, the exhausts gases are cooled and water iscondensed (and returned to PGM, 100). Second, still hot gases couldoptionally preheat air in the heat exchanger 220. Preheating air has aneffect of reducing the mass of the fresh air and, thus, fuel enteringinto combustion chamber. This in effect will reduce the power of theengine. While this is not generally desirable, it only affects theengine during top power demand, which normally occurs 5%-10% of alloperating time. During this high power demand, the air could bypass thepre-heater, thus restoring full power at the expanse of a slightreduction in efficiency.

Operation

Raw fuel or the reformat fuel, consisting mostly of hydrogen, carbonmonoxide, water vapor and some other components is mixed in the cylinderof an internal combustion engine with the air. The mixture is thencompressed by a piston comprising of a surface of a working liquid. Sucha working liquid is pumped into the cylinder by the pump/motor of thePCM, which is driven by a flywheel The compression of air/fuel mixtureby the liquid piston constitutes a compression phase. When the mixturetemperature reaches the auto ignition point, or is alternatively ignitedby the spark plug, the combustion process begins. During the time thatcombustion occurs, the working liquid is trapped inside the cylinder bya check valve and a directional valve in dosed positions to maintainconstant volume. The combustion proceeds to completion and a certainamount of working liquid evaporates in this process. Alternatively, onlypure air is compressed in the cylinder to the desired compression ratio,preferably, to the compression ratio leading to auto ignition when rawfuel or reformat are inserted into combustion chamber. This fuelinsertion could be accomplished by means of conventional Direct FuelInjection (DFI), when fuel is inserted at the pressure equal or greaterthen pressure in the combustion chamber, or by means of Low PressureFuel Insertion (LPFI)—the process in which fuel is inserted at pressuressignificantly lower then pressure in the combustion chamber. Thisconstitutes the combustion phase.

It should be noted that during combustion phase, the output shaft ofPCM, if such is used, or, for that matter any output from PCM, iscompletely isolated or unaffected neither kinematically nor dynamicallyfrom the pressure in the cylinder. Thus combustion process is trulyisochoric and kinematically and dynamically decoupled from PCM outputmeans.

All the pressure in cylinders, generated by combusting gases, is takenor absorbed by valves. If rotational valves, rather than popped-type areused, rotating the valve to open the outflow of working liquid takespractically no more energy then if there is no high pressure incylinders. That means that power required for valve's operation isindependent in the first approximation (substantially independent) ofthe pressure within the cylinders.

After combustion is completed, the directional valve opens and thecombustion product gases push the working liquid into the PCM and drivethe pump/motor and flywheel This constitutes the expansion phase. Thedirectional valve then closes, baring the flow of the working liquidfrom the cylinder and the exhaust valve opens. The working liquid ispumped back by the pump/motor into the cylinder and thus, the exhaustsgases are pushed into the ERS, where the exhausts gases give off part oftheir energy to the reformat fuel and where water vapors condense.Exhaust gases are released into the ERS, where they give off part oftheir energy to reformat fuel and where water vapors condense. Thisconstitutes the exhaust phase. The exhaust valve then doses; the intakevalve opens; the directional valve opens and the working liquid ispumped out by the pump/motor. The fresh charge fills in the cylinder,constituting an intake phase, after which the cycle repeats.

Referring to FIG. 2 and FIG. 3, changing the level of the liquid withinthe cylinder 110 or 120 changes the volume of the cavity (118, 128)within these cylinders. During the initial stage of operation (point 1,FIG. 9), this cavity is filled with a fresh charge of air-fuel mixtureor fresh air, in case of direct fuel injection or Low Pressure FuelInsertion. This fresh charge is then compressed by adding more liquidinto the cylinder (by moving up the liquid piston surface). The additionof liquid is accomplished by the PCM after directional valve (520)closes output of the working liquid from the cylinder. The compression,and associated heating of fresh charge continues until the air-fuelmixture reaches auto ignition temperature or until a spark plug fires oruntil certain compression ratio or pressure is reached (point 2, FIG.9). In the process of compression, some of the water evaporates from thesurface of liquid piston and/or from incoming working fluid streams,which will be described below. Evaporation of water may be verybeneficial for increasing the efficiency and reduction of harmfulemissions, as will be described below.

Combustion then starts when air/fuel ignition temperature is achieved,or when optional spark plug fires, or when fuel is injected or insertedinto hot compressed air, assuming that the air temperature is above theignition temperature of the fuel. When combustion starts, a few thingsare happening. The pressure within the dosed cavity sharply increases.The check-valve (117, 127) doses up. The temperature within the cavitycontinues to climb. Water continues to evaporate. All of this continuesuntil all fuel is burned. The increased water content in the exhaustreduces the level of harmful emissions from the LPICPS[“The HydrogenWorld View”, Roger E. Billings, 2^(nd) edition International Academy ofScience, pp. 31-32]. Also, because the process is truly isochoric, theefficiency of the cycle is increased even further. Pressure sensors (notshown) signal the DAC system at about the start of combustion and,indirectly, at about its completion.

When combustion is complete (point 3, FIG. 9), directional valve (520)opens the cylinder in question and the expansion phase begins.Combustion products force the working liquid under the pressure from thecylinder (110, 120) into PCM (300), where its kinetic energy will beconverted into user-definable form. The liquid piston moves down.Pressure within the cylinder falls, water, remaining in superheatedform, continues to evaporate aiding in the expansion process. The entirevapor already contained in the working gas aids the expansion process aswell. Thus the heat energy normally wasted during the compression of afresh charge is returned to the system. Working gas may be expandedsignificantly beyond the initial intake volume. This is shown byextending point 4 to the right of point 1 on FIG. 9. Significantlylarger expansion is possible by having a large amount of vapors in theexhausts. This can considerably increase the thermodynamic efficiency ofthe proposed engine.

At the end of expansion phase (point 4, FIG. 9), the directional valve520 is closed again and the exhaust phase begins. The exhaust valve(116, 126) opens and combustion products, which we will call PGMexhausts at this point, are exhausted from the cylinder by the liquidpiston moving up and driven by PCM. These PGM exhausts, at this point,still contain a lot of high-grade heat and, possibly, some pressure.They are directed to Energy Recovery System, 200, where part of thisenergy will be recovered. The exhaust phase continues until the liquidpiston is at its uppermost position (determined by level sensor or othermeans, not shown), at which point exhaust valve (116, 126) closes andintake phase begins. This corresponds to point 5, FIG. 9.

The intake valve (115, 125) opens admitting fresh air-fuel mixture orjust fresh air, if direct fuel injection is used, into the cylinder. Theliquid piston moves down (working liquid is pumped out) driven by PCM,operating in its pump mode now. The intake continues until the initialpoint 1, FIG. 9, is reached. The cycle repeats then.

Two-Stroke Operation of the LPICPS.

It should be noted that the LPICPS could also operate on two-strokecycle. The operation will be similar to two-stroke Otto engines. Thedifferences between the LPICPS operating on a two-stroke cycle and anICE operating on a two-stroke Otto cycle are same as between the LPICPSoperating on a four-stroke cycle and the ICE operating on a four-strokeOtto cycle.

Four-Stroke Operation of LPICPS.

A P-V diagram corresponding to processes occurring within the LPICPS isshown in FIG. 9 in which:

-   a) The intake phase corresponds to process 5→1.-   b) The compression phase corresponds to process 1→2.-   c) The combustion phase corresponds to process 2→3.-   d) The expansion phase corresponds to process 3→4.-   e) The exhaust phase corresponds to process 4→5.

Dashed lines show processes that are typical for spark-ignition engines,for which the Otto cycle is an idealized cycle. FIG. 7 shows acorresponding sequence of operation of the LPICPS.

Referring to FIG. 2 for component reference numbers and FIG. 7 forexplanation of the sequence of operations. Initially the cylinder 110(upper cylinder on FIG. 7) is in the intake phase and cylinder 120(lower cylinder on FIG. 7) is in the compression phase. The phases areidentified on FIG. 7 a) by words “5→1 (intake)” for upper cylinder andwords “1→2 (Compression)” for the lower cylinder. On FIG. 7, liquid flowis shown by comparatively thick lines in the direction of arrows.

The air or air/fuel mixture enters through the intake valve, 115, duringthe intake phase of the cycle. The liquid piston moves down, as an arrowwithin the cylinder indicates, by the pumping action of hydraulicmotor/pump (310, FIG. 2), which operates in its “pump mode”. Thiscreates vacuum in the cylinder and air or air/fuel mixture, is inductedinto the cylinder's volume. Alternatively, if direct fuel injection isused, only air may be inducted into the cylinder's volume during theintake phase and fuel may be injected or inserted after the intake valveis dosed. Within the exception of the liquid piston and the operation onreformat gas, this is very similar to the operation of a standard ICEoperating under the Otto cycle. The hydraulic motor/pump is energized byflywheel or other cylinder pair, if two or more cylinder's pairs areused, as symbolized by the arrow directed toward the motor/pump.

The liquid that is being pumped out of 110 is pumped into cylinder 120,and, to a significantly lower degree into the small shock absorber, 420,which is not shown on FIG. 7 for simplicity. The shock absorber, 420, atthis time is at the same pressure as cylinder 120. Since intake, 125,and exhaust, 126, valves are closed, the air/fuel mixture within thiscylinder will undergo a compression phase (1→2). Shock absorber 420 doesnot have any valves at all, so the pressure therein keeps in sync withcylinder 120. The work needed for compression comes from flywheel and/orother cylinders undergoing expansion in 4, 6, or more cylinderconfigurations.

Referring to FIG. 7 b) and FIG. 2, the mixture in cylinder 120 iscompressed to pressures that correspond to an auto ignition temperatureof the mixture, if no spark plug is used, or to desired pressure if fuelinjection or insertion are used. Due to the presence of water vapors andthe cooling action of evaporating water, this pressure will be higherthan for “dry” reformat When auto ignition occurs, the check-valve 127is shutoff and prevents liquid from flowing back to the PCM. The outflowvalve 520 is still closing the outflow for cylinder 120, thus combustionproceeds to completion. Also, combustion proceeds under lowertemperatures, due to the presence of water, reducing or eliminatingcompletely the formation of NO_(x).

Both of these factors significantly reduce harmful emissions from theengine. The pressure sensors detect sharp pressure increases during thecombustion phase, and switch water flow to cylinder 110 by valve 510. Aswas mentioned above, there is a short but finite lag between combustionand the valve 510 switching. During this lag, the liquid keeps flowingtoward the cylinder 120 and more specifically into the shock absorber420. This increases the pressure within 420 beyond that of auto ignitionpressure of cylinder 120. Of course, absorber 420 contains only air, sono ignition thereabout occurs.

Switching of directional valve 530 and closing of intake valve 115 occursimultaneously with switching of valve 510. Thus, water is pumped fromthe ERS, 200, into the cylinder 110, which starts the compression phase.The valve 520 is still closing the outflow for cylinder 120. The phase(shown in FIG. 7 b)) occurs during a very short period of time, limitedby the time needed for a complete combustion. Also, if the ERS condenserdoes not have a sufficient amount of water to prevent “dry” run bymotor/pump 310, the working fluid may be taken from cylinder 110 and bereturned back to the same cylinder 110, until cylinder 120 completes thecombustion phase.

During the next instance of time, shown on FIG. 7 c), the directionalvalve 520 opens the outflow from the cylinder 120, which starts theexpansion phase 3→4. A very high water pressure in line 122 drives thehydraulic motor, 310, producing useful work, as symbolized by thedouble-arrow directed outward from the motor/pump, as well asaccelerating the flywheel. The pressure within cylinder 120 drops andwhen it reaches that of the shock absorber 420, the check-valve 127opens up. Water from 420 flows into cylinder 120 and then into line 122,leading to the hydraulic motor 210. Thus, the energy stored in the shockabsorber (accumulator) 420 is released back into the system, with verylittle losses. The directional valve 530 switches simultaneously with520, allowing water to flow from 120 into 110, thus continuing thecompression cycle for cylinder 110.

Compression within cylinder 110 continues until auto ignition (or sparkinduced combustion) occurs. This is shown on FIG. 7 d). The sequence ofevents here is in complete analogy with the cylinder 110 in FIG. 7 b)and described above, including the shock absorber 410. The exhaust valve126 of cylinder 120 opens up and the exhaust phase 4→5 begins for thatcylinder. It is possible to exhausts gases into the ERS under pressure.The exhaust phase within cylinder 120 continues until cylinder 110undertakes the expansion phase, i.e., FIG. 7 e). Work is being producedonce again by the hydraulic motor.

It has to be noted that because the LPICPS does not have mechanicallylinked cylinders, the expansion phase may terminate at point 4 (see FIG.9), which is not necessarily at the same volume as point 1 of FIG. 9. Tooptimize the work of the LPICPS, it may be necessary to coordinate thePGM exhausts with the needs of the ERS, mostly in regards to temperatureand pressure parameters. So, depending on the design intent and choiceof energy recovery method, the catalyst and other parameters of thesystem, the expansion termination point 4 may be to the left from point1 (which means higher exhaust pressures and higher temperatures) or tothe right from point 1 (lower pressures, lower temperatures and chancefor almost complete condensation of vapors), as seen in FIG. 9. It isalso possible to temporarily suspend the expansion at any point betweenpoints 3 and 4 and cool the working gas either outside of cylinders,which will require additional “expulsion” and “pullback” phases or,while it is still inside of cylinders 110 or 120, and then resume theexpansion. The heat and steam removed from working gas will be used tosupply heat and steam needed for the reforming process or energyrecuperation by the ERS.

Finally, in the next phase shown in FIG. 7 f), gases are exhausted fromcylinder 110, while cylinder 120 undergoes the intake phase. Thisconcludes the cycle and the sequence is repeated.

It should be noted that internal combustion engines normally areoptimized for efficient operation only in a narrow power ranges, inwhich they operate 60-70% of the time. The remaining time engines areextremely inefficient and polluting. The LPICPS operates efficiently atall powers. To explain this it is necessary to show how power level canbe reduced, in addition to standard means of lowering the amount of fuelentering the engine. One or more of the following mechanisms, eitheralone or in combination, can be used to reduce the power level of theLPICPS:

-   1. By varying the initial intake volume, V₁, of the cylinder. Since    the liquid piston is free to move and stop within the cylinder at    any position (cylinders are not tied up mechanically), one can    reduce the initial intake volume, V₁, (point 1 on FIG. 9 shifted    left). This will effectively reduce the engine's volume and    therefore power level, with minimal effect on efficiency of    operation.-   2. Increasing the timing of each cycle.-   3. Operating on hot air instead of cold air, which enters    carburetor/mixer (280, FIG. 5) (this reduces the heat rejected by    the engine and thus increases the efficiency of the system).-   4. By “disconnecting” one of the cylinders, say cylinder 120.    Keeping the intake valve 125 open at all times and closing fuel    valve 123 effectively turns the cylinder 120 into a vessel for    temporary storage of liquid. The sequence of operations for the    cylinder 110, shown on FIG. 7, remains essentially the same.-   The efficiency of the system remains practically constant on all    power level, except for some small increase when hot air is used.

The vapors created during compression phase and further by hot highpressure combustion products are very beneficial for purposes ofcreating additional work, as in steam engine, and reducing the peaktemperature of the combustion process. Additional work is created invirtue of the following factors:

-   1. Water, when evaporated, occupies significantly larger volume than    in liquid state (by three orders of magnitude).-   2. Heat is not wasted by cooling the walls of the engine during the    compression and expansion phases, as in a conventional engine.    Instead this heat is used to add water vapors into the system. At    the same time, the cylinder's walls do not overheat, because water    evaporates and very effectively reduces the wall's temperature.-   3. Combustion products, containing a great amount of vapors, may be    expanded significantly beyond the initial intake volume, as was    explained above. Increasing V₄/V₁ (Referring to FIG. 9) ratio from    1, which is typical for conventional ICEs to 2-3, may increase    thermodynamic efficiency by 10-20%, depending upon initial    compression ratio.-   4. The compression ratio within the LPICPS can be higher than in    conventional Otto cycle engines because the auto ignition, which    will be achieved at higher then in conventional engines pressures,    is not a problem but rather a desirable feature. Also, if direct    fuel injection or especially Low Pressure Fuel Insertion are used,    the compression ration could be set very high, limited only by    strength of materials. Since the efficiency of Otto engines is only    a function of compression ratio, the thermodynamic efficiency of the    proposed engine can reach fairly high values. The qualitative    comparison of the proposed cycle to real-life Otto cycle (dashed    lines) is shown on FIG. 9.-   5. Furthermore, the PGM exhausts contain relatively high-grade heat,    which is easy to recover because it is mostly contained in a form of    water vapors. Condensing this water allows recovery of a    considerable amount of that heat. This is accomplished in the ERS,    200.-   6. If a high voltage electric spark is used, (not necessarily to    start the combustion, because the mixture will auto ignite when high    pressures are reached) some of the hot vapor may dissociate,    according to U.S. Pat. No. 5,156,114, forming hydrogen and oxygen in    the process. While this process is well documented, as shown in this    patent, we do not believe that that it can contribute to energy    saving to such an extent, because this would violate the law of    conservation of energy. In our case, the energy used during    compression, which is normally wasted, may indeed be used to aid    water dissociation, aiding somewhat to efficiency of the system.

Finally, harmful emissions are reduced because of the decrease incombustion temperature within the cycle.

The LPICPS can be thought of as a synergetic combination of internalcombustion and steam piston engines within the framework of one and thesame system. It provides improvements in thermodynamic and mechanicalefficiencies as well as partial recuperation of rejected heat energy. Italso reduces harmful emissions from the engine.

The thermodynamic efficiency is improved by utilization of a new cycle,which is an amalgamation of ideal Otto and Rankine cycles. Specifically,improvements are due to:

-   1. More efficient cooling of air or air/fuel mixture during the    compression phase;-   2. Utilization of higher compression ratio then normally achievable    in Otto cycle engines;-   3. Utilization of truly isochoric combustion; and-   4. Incorporation of Rankine cycle within the Otto cycle where the    working gas is comprised of combustion products, as in the ICE,    together with high pressure steam, as in a steam engine. The steam    is formed inside the cylinder itself, eliminating the need for a    boiler and superheater. Some or most of the steam is condensed    during the expansion cycle, eliminating or greatly reducing the size    of the condenser

The mechanical efficiency is improved by significant reduction offrictional losses between the cylinder and the metal piston, which inthe given invention are replaced by a liquid piston, and by reduction ofinertial losses associated with heavy piston-crankshaft assemblies.

The partial recuperation of rejected heat could be accomplished in anumber of ways by: 1) increasing the heat of combustion of fuel in acourse of endothermic reforming reaction with heat derived fromcompression of air or air/fuel mixture on a surface of catalyst, and/orat the expense of reduction of the heat content of exhausts gases; 2)dissociation of water (steam) molecules into Hydrogen and Oxygen in thepresence of a catalyst, which may be assisted by a spark-generateddischarge; 3) preheating the fresh air with exhausts; and 4) thecombination of some or all of the above.

Harmful emissions from the engine are reduced by one or more of thefollowing factors: 1) having lower combustion temperature; 2) exercisingprecise computer timing control of the combustion process; and 3)reduction of the amount of fuel needed to perform the same work.

The inventor has given a non-limiting description of the Liquid PistonInternal Combustion Power System of this invention. Due to thesimplicity of the design of this invention designing around it isdifficult Nonetheless many changes may be made to this design withoutdeviating from the spirit of this invention. Examples of suchcontemplated variations include the following:

-   1. The shape, size, locations and ratios of various engine's    geometric parameters may be modified.-   2. Additional complimentary and complementary functions and feature    may be added.-   3. A more economical version of the device may be adapted.

Other changes such as substitution of newer materials as they becomeavailable, which substantially perform the same function insubstantially the same manner with substantially the same result withoutdeviating from the spirit of the invention may be made.

Following is a listing of the components used in the best mode preferredembodiment and the alternate embodiments. For the ready reference of thereader the reference numerals have been arranged in ascending numericalorder, as well as in alphabetical order.

REFERENCES SORTED BY NUMERALS

-   100 Power Generating Module-   110 Cylinder-   111 Input Port (line)-   112 Output Port (line)-   113 Fuel Valve-   114 Thin-Wall Cylinder-   115 Intake Valve-   116 Exhaust Valve-   117 Check-valves-   118 Cavity-   119 Air Valve-   120 Cylinder-   121 Input Port (line)-   122 Output Port (line)-   123 Fuel Valve-   124 Thin-Wall Cylinder-   125 Intake Valve-   126 Exhaust Valve-   127 Check-valves-   128 Cavity-   129 Air Valve-   130 Rotary Valve-   131 Intake and Exhaust Opening-   132 Intake and Exhaust Opening-   133 Input Opening-   134 Output Opening-   135 Low Pressure Fuel Cavity-   136 Intake Opening-   137 Exhaust Opening-   138 Intake Opening-   139 Exhaust Opening-   141 Fuel Ports-   171 Simple float-   172 Magnetic float-   173 Magnetorheological seals-   174 Water Valve-   181 Grounded pipe-   182 Wire-   183 Plug-   200 Energy Recovery System-   210 Thermo-chemical recuperator-   213 Valve-   214 Water Pump-   215 PGM exhausts-   220 Condenser-   222 Valve-   230 Reformat accumulator-   250 Boiler-   270 Optional gasoline evaporator and pump-   280 Carburetor or mixer-   290 Vortex tube-   295 Condenser-   296 Injector pump or Mixing chamber-   300 Power Conversion Module-   310 Hydraulic Motor/Pump, hydraulic motor, Pump, motor-   311 Booster-   320 Magneto-hydrodynamic generator-   321 Booster-   400 Hydraulic Shock Absorbers-   410 Shock Absorber-   420 Shock Absorber, accumulator-   500 Data Acquisition and Control-   510 Directional Valve, Inflow Valve-   511 Valve-   520 Directional Valve, Outflow Valve-   521 Valve-   530 Directional Valve-   570 Sensors-   590 Computer-   600 Auxiliary Equipment Module

REFERENCES SORTED IN ALPHABETICAL ORDER

-   119 Air Valve-   129 Air Valve-   600 Auxiliary Equipment Module-   250 Boiler-   311 Booster-   321 Booster-   280 Carburetor or mixer-   118 Cavity-   128 Cavity-   117 Check-valves-   127 Check-valves-   590 Computer-   220 Condenser-   295 Condenser-   110 Cylinder-   120 Cylinder-   500 Data Acquisition and Control-   530 Directional Valve-   510 Directional Valve, Inflow Valve-   520 Directional Valve, Outflow Valve-   200 Energy Recovery System-   137 Exhaust Opening-   139 Exhaust Opening-   116 Exhaust Valve-   126 Exhaust Valve-   141 Fuel Ports-   113 Fuel Valve-   123 Fuel Valve-   181 Grounded pipe-   310 Hydraulic Motor/Pump, hydraulic motor, Pump, motor-   400 Hydraulic Shock Absorbers-   296 Injector pump or Mixing chamber-   133 Input Opening-   111 Input Port (line)-   121 Input Port (line)-   131 Intake and Exhaust Opening-   132 Intake and Exhaust Opening-   136 Intake Opening-   138 Intake Opening-   115 Intake Valve-   125 Intake Valve-   135 Low Pressure Fuel Cavity-   172 Magnetic float-   320 Magneto-hydrodynamic generator-   173 Magnetorheological seals-   270 Optional gasoline evaporator and pump-   134 Output Opening-   112 Output Port (line)-   122 Output Port (line)-   215 PGM exhausts-   183 Plug-   300 Power Conversion Module-   100 Power Generating Module-   230 Reformat accumulator-   130 Rotary Valve-   570 Sensors-   410 Shock Absorber-   420 Shock Absorber, accumulator-   171 Simple float-   210 Thermo-chemical recuperator-   114 Thin-Wall Cylinder-   124 Thin-Wall Cylinder-   213 Valve-   222 Valve-   511 Valve-   521 Valve-   290 Vortex tube-   214 Water Pump-   174 Water Valve-   182 Wire    Definitions and Acronyms

A great care has been taken to use words with their conventionaldictionary definitions. Following definitions are included here forclarification.

-   -   AEM=Auxiliary Equipment Module    -   COMPRESSION FLOW=Flow of working liquids into the cylinder of a        PGM under the pressure generated by the PCM. This flow        compresses the fresh air or air/fuel mixture within the cylinder        of the PGM.    -   DAC=Data Acquisition & Control Module    -   Dynamic Decoupling=Occurs when pressure or forces acting upon        the liquid piston do not propagate (or being felt) by PCM output        means.    -   ERS=Energy Recovery System    -   EXHAUST=Working gas expelled from the cylinder after combustion        phase. These exhausts may undergo a number of changes throughout        the various elements of LPICPS. To distinguish one type of        exhaust from another they may be identified by the name of the        element they are exhausted from, such as cylinder exhausts,        vortex tube exhausts, and the like.    -   EXHAUST FLOW=Flow of working liquids into the cylinder of PGM        under the pressure generated by a PCM. The cylinder exhausts are        expelled from the cylinder of the PGM during this flow        conditions.    -   EXPANSION FLOW=Flow of working liquids from the cylinder of a        PGM under the pressure of working gases during the expansion        phase. The useful work is extracted from the working liquid        during this drive flow within the PCM.    -   ICE=Internal Combustion Engine    -   HSA=Hydraulic Shock Absorbers Module    -   INTAKE FLOW=Flow of working liquids from the cylinder of PGM        under the pumping action of the PCM.    -   Integrated=Combination of two entities to act like one    -   Interface=Junction between two dissimilar entities    -   Kinematic Decoupling=Occurs when liquid piston moves within the        cylinder without causing corresponding motion or output by PCM        output means. Alternatively, Kinematic Decoupling occurs when        liquid piston stops moving within the cylinder without stopping        the PCM output means.    -   LPICPS=Liquid Piston Internal Combustion Power System    -   PCM=Power Conversion Module    -   PGM=Power Generating Module    -   WORKING GAS=A mixture of product of combustion and vapor(s) of        working liquid that exists within the cylinder of the LPICPS        during combustion and expansion phases.    -   WORKING LIQUID=Water or other liquid suitable for use in the        LPICPS. There may be more then one type of working liquids        within LPICPS.

While this invention has been described with reference to illustrativeembodiments, this description is not intended to be construed in alimiting sense. Various modifications and combinations of theillustrative embodiments as well as other embodiments of the inventionwill be apparent to a person of average skill in the art upon referenceto this description. It is therefore contemplated that the appendedclaim(s) cover any such modifications, embodiments as fall within thetrue scope of this invention.

1. A liquid piston internal combustion engine comprising: a) a powergenerating module having at least one cylinder and at least one pistoncomprising at least in part of the surface of a first working liquid,thus forming liquid piston; and b) an output means to convert a thermalenergy generated in a process of combustion in said cylinder intonon-thermal energy.
 2. The liquid piston internal combustion engine ofclaim 1 further comprising an energy recovery system connected to saidpower generating module.
 3. The liquid piston internal combustion engineof claim 1 wherein said power generating module further comprises asystem of valves.
 4. The liquid piston internal combustion engine ofclaim 1 wherein said power generating module comprises a booster thatconverts energy of said first working liquid into energy of a secondworking liquid.
 5. The liquid piston internal combustion engine of claim4 wherein said booster is integrated with said cylinder.
 6. The liquidpiston internal combustion engine of claim 1 wherein the said firstworking liquid is water.
 7. The liquid piston internal combustion engineof claim 6 wherein the said first working liquid is aqua-basedelectrorheological liquid.
 8. The liquid piston internal combustionengine of claim 6 wherein the said first working liquid is aqua-basedelectro-conductive liquid.
 9. The liquid piston internal combustionengine of claim 4 wherein said second working liquid is water.
 10. Theliquid piston internal combustion engine of claim 4 wherein said secondworking liquid is electro-conductive liquid.
 11. The liquid pistoninternal combustion engine of claim 4 wherein said second working liquidis hydraulic oil.
 12. The liquid piston internal combustion engine ofclaim 3 wherein said system of valves comprises: a) an intake valve; b)an exhaust valve; c) an input valve; d) an output valve; and e) at leastone directional valve.
 13. The liquid piston internal combustion engineof claim 3 wherein said system of valves comprises at least onecylindrical body comprised of: a) a valve body; and b) a plurality ofvalve openings in said valve body.
 14. The liquid piston internalcombustion engine of claim 13 wherein said cylindrical body includes atleast one low pressure fuel cavity.
 15. The liquid piston internalcombustion engine of claim 14 wherein said fuel is inserted into saidcylinder by: a) filling said cylinder with fresh air; b) compressing airin said cylinder by said liquid piston until the air's temperature andpressure is above ignition point; c) rotating said low pressure fuelcavity filled with said fuel; and d) aligning said low pressure fuelcavity with said cylinder whereby power required for rotating said valveis substantially independent of the pressure within said cylinder. 16.The liquid piston internal combustion engine of claim 3 wherein saidsystem of valves is formed in situ by said aqua-based electrorheologicalliquid and comprised of: a) a grounded hollow body; and b) an insulatedwire running through said grounded hollow.
 17. The liquid pistoninternal combustion engine of claim 15 wherein said in situ valve isformed by the steps of: a) filling in said grounded hollow body withsaid aqua-based electrorheological liquid; and b) applying voltage tosaid insulated wire;
 18. The liquid piston internal combustion engine ofclaim 12 wherein said input valve comprises a fluidic diode.
 19. Theliquid piston internal combustion engine of claim 1 wherein said liquidpiston is made essentially immobile during combustion by means of saidoutput valve precluding said working liquid from flowing from saidcylinder in which combustion occurs.
 20. The liquid piston internalcombustion engine of claim 2 wherein said energy recovery systemcomprises: a) a thermochemical recuperator; b) a raw fuel; c) a reformatfuel; d) a condenser; e) a condensed water; f) an exhaust gas comingfrom said cylinder; and g) means for producing a mixture of said rawfuel with a portion of said exhaust gas.
 21. The liquid piston internalcombustion engine of claim 20 wherein said energy recovery systemfurther comprises: a) a boiler; b) a water pump; and c) means for mixingsaid mixture of said raw fuel with a portion of said exhaust gas with aportion of said condensate water.
 22. The liquid piston internalcombustion engine of claim 20 wherein said energy recovery system isfurther characterized by: a) receiving heat from the exhausts comingfrom said cylinder; b) receiving raw fuel mixed with exhaust gases andwater vapor; c) producing a reformat gas; d) condensing said watervapors; and e) recovering part of the energy of said exhaust gases andsaid water vapor.
 23. The liquid piston internal combustion engine ofclaim 21 wherein said energy recovery system is further characterizedby: a) evaporating part of said condensed water; and b) mixing saidmixture of said raw fuel with a portion of said exhaust gas with aportion of said evaporated water;
 24. A liquid piston internalcombustion engine process of generating power comprising the sequence ofan intake phase, a compression phase, a combustion phase, an expansionphase, and an exhaust phase.
 25. The liquid piston internal combustionengine process of claim 24 wherein during said intake phase any cylindervolume at the beginning of said intake phase can be chosen to matchpower load requirement at given moment up to the maximum rated power.26. The liquid piston internal combustion engine process of claim 24wherein during said expansion phase any cylinder volume at the end ofsaid expansion phase is independent of said volume at the beginning ofsaid expansion phase.
 27. The liquid piston internal combustion engineprocess of claim 24 wherein duration of all phases, including combustionphase, are controlled by means of a set of valves opening and closing.28. A combustion engine comprising: a) combustion chamber; b) an outputmeans to convert a thermal energy generated in said combustion chamberduring a combustion process into non-thermal energy; and c) whereinfurther said combustion process is isochoric and kinematically anddynamically decoupled from said output means.
 29. The combustion engineof claim 28 wherein said output means comprise the flow of first workingliquid having high energy.
 30. The combustion engine of claim 28 whereinsaid output means comprise a moving output shaft.
 31. The combustionengine of claim 28 wherein said output means comprisemagnetohydrodynamic generator/pump comprised of: a) a pair of high powermagnets separated by a slit; b) an electro-conductive liquid flowingthrough said slit; c) an electrical current flowing in a directionperpendicular to both said liquid flow and said slit; d) a high powerelectrical energy storage device for temporary storage of portion ofproduced electricity and release of said electricity when saidmagnetohydrodynamic generator/pump operates as a pump; e) an electricpower-conditioning circuitry; f) a controller; and whereby saidmagnetohydrodynamic generator/pump converts energy of saidelectro-conductive liquid flowing through said slit into electricenergy.
 32. The combustion engine of claim 31 wherein saidmagnetohydrodynamic generator/pump operates in a generation mode and ina pumping mode and is sequenced by said controller.
 33. The combustionengine of claim 32 wherein said generation mode characterized by thesteps of: a) pushing said electro-conductive liquid through said slit ofsaid pair of magnets by forces generated in a result of said combustionprocess force of said liquid piston; b) extracting electrical energyfrom said electro-conductive liquid; and c) storing part of saidelectrical energy in said high power electrical energy storage device.34. The combustion engine of claim 32 wherein said pumping modecharacterized by the steps of: a) extracting electrical energy from saidhigh power electrical energy storage device; and b) pushing saidelectro-conductive liquid through said slit of said pair of magnets byLorenz force back into said cylinder.
 35. The combustion engine of claim28 wherein said combustion within said combustion chamber is initiatedby a spark plug.
 36. The combustion engine of claim 28 wherein saidcombustion within said combustion chamber is initiated by spontaneouscombustion when air/fuel mixture's temperature reaches ignition point.37. The combustion engine of claim 28 wherein said combustion withinsaid combustion chamber is initiated by inserting into said combustionchamber fuel from at least one low pressure fuel cavity valve when air'stemperature and pressure reach ignition point.
 38. The combustion engineof claim 28 wherein said output means are kinematically and dynamicallydecoupled from pressure of said combustion gases by a system of valves.